Power-transmission gearing.



R. D. SWEENEY. POWER TRANSMISSION (BEARING.

APPLIGAIION FILED 001? 19.1211'2.

Patel'lted Apr. 15, 191.3.

c n s'rarns 1am oFFroEQ RGBEIELT I). SWEENEY, 0F GABNIERS, FLORIDA.

POWER-TRANSMISSION GEARING.

Specification of Letters Patent.

Patented Apr. 15, 191.3.

Application filed October 19, 1912. Serial No. 726,83

To all whom it may concern:

Be itknown that I, ROBERT D. SWEENEY, a citizen of the United States, residing at Garniers, in the county of Santa Rosa and State of Florida, have invented certain new and useful Improvements in Power-Transmission Gearing, of which the followingis a specification, reference being had to the accompanying drawings.-

This invention relates to im rovements in power transmission gearing or the operation of boats and other motor driven vehicles, and machines of various kinds, the invention having for its primary object the provision of simple and etlicient means for easily and quickly reversing the operation of the driven shaft.

Another object of the invention. is to provide improved means for momentarily throwing the transmission gearing out of operation without interrupting the operation of the engine.

Still another object of the invention is to provide a friction wheel loosely mounted upon 'th\ engine shaft, and means longitudinally shiftable upon said shaft and normally locking the friction wheel tliereon, a second shaft arranged in parallel relation to the engine shaft, gearing connecting said shafts,

a friction pulley ongitudinally shiftable upon the lattershaft, a transmission shaft having a friction pulley fixed thereon to be engaged by the pulleys upon said parallel shafts, and means for simultaneously shifting the pulleys upon the engine shaft and parallel shaft in opposite directions to reverse the rotation of the transmission shaft.

it still further object of the invention is t to provide mechanism for the above purpose which is simple and durable in construction, highly efficient in operation and may he produced at comparatively small cost.

With the above and other objects in View will become apparent as the description proceeds, the invention consists in certain constructions combinations and arrangements of the parts that I shall hereinafter fully dcscrihe and'claim.

For a full ui'iderstanding of the invention, reference is to behad to the following description and accompanying drawings, in which-- Figure l is a side elevation of power transunderstood that my invention is not limited to such specific use but may be employed for the operation of motor driven vehicles of various types as well as machines used for numerous purposes. In the drawings, frame structure which is preferably ofrectangular form as shown and includes the centrally arranged spaced vertical bars 6. These bars as well as the outer vertical bars of the frame 5 bearings for the support of the several power transmitting shafts to be later referred to. 7 designates an engine of any approved form, and 8 indicates the shaft thereof which is supported upon a suitable. frame structure 9 and is rotatably mounted in one of the central'bars tl of the frame 5. A shaft 10 is arranged in parallel relation with the engine shaft, and ournaled at one end in a hearing provided upon the frame structure 9, the other end of said shaft bein supported in the frame 5. A perpen icular shaft 11 is mounted upon the frame structure 9 and is provided upon each of its ends with a beveled pinion 12. One of these pinions meshes with asimilar pinion 13 fixed upon the engine shaft while the other pinion 12 engages with beveled pinion 14 secured upon the shaft 10. l

Arranged intermediate of the shafts 8, 10 and in parallel relation thereto, a transmitting shaft 15 is rotatablv mounted in the frame 5. Upon this shaft, a frusto-conical friction wheel 16 is fixed. 'A large friction disk 17 is loosely mounted upon the engine shaft 8 and is normally locked for rotation with said shaft by means of a sliding'frusto conical clutch head 18, said friction disk 17 having a central recess 1 9 to receive said clutch head, said head fiictionally engaging the annular wall of the recess. The bore of 5 designatesari upright are provided with suitable the clutch head 18 is provided with a key way to receive the he i 20 integrally formed upon the enginesha' At one end of this key an annular fla nge 21 is formed upon the shaft to limit the, Sliding movement of the clutch head into the recess of the disk 17. The clutch head 18 is yieldingly held in engagement with the flange 21 on the engine shaft by means of-a coil spring 22 which loosely surrounds the shaft and bears at one end against an adjustable collar 23 and at its other end against the head' 18. The larger endof the head 18 is provided with a peripheral groove 2% to receive a yoke 25 which is formed upon the vertically disposed end of a longitudinally shiftable rod 26, said rod being supported in a suitable bearing 27 fixed to the frame 5. One end of this shift able rod extends laterally from the frame 5 and is provided with a foot plate 28'.

Upon the shaft 19 a frusto-conical friction wheel 29 is keyed as indicated at 30for longitudinal sliding movement. At the larger end of this friction wheel the same is provided with a reducedextension 31. The friction disk 17 upon the engine shaft is provided with a similar extension 32. A reversing lever 33 is fulcrumed intermediate of its ends upon a rack 34 fixed to the frame 5, said lever carrying the usual springpressed dog for engagement with the teeth of the rack. Yokes 35 and 36 are loosely arranged in annular grooves provided in the extensions 31 and 32 of the friction members I 30 and 17 respectively, and from these yokes.

shaft 15, the operator shifts the lever 33 to the left, thereby moving the disk 17 outwardly upon the engine shaft 8 and simultaneously shifting the friction wheel 29 inwardly upon the shaft 10 into engagement with the periphery of the friction wheel 16.

Thus the power is transmitted from the engine shaft through the shaft 10 and the engaged friction wheels, and the rotation of I the shaft 15 thus reversed. If'the operator desires at any time to temporarily discon- H tinue the operation of the mechan1sm,-1t

may be readily accomplished without interrupting the operation of the engine, by simply forcing the rod 26 inwardly by the pres-' sure of the foot on the plate 28, thereby disengaging the clutch head 18 from the disk 17 so that said disk will remain stationary in the rotation of the engine shaft 8.

39 indicates a propeller shaft which is mounted in the frame 5 and is provided upon one end with a propeller 40 of any desired or approved form. Upon this shaft within the frame 5 a pinion it is lixcd 'and is engagedby one of the elements of a gear train generally indicated by the numeral said train including gears and pinions of different relative sizes as is usual in such mechanisms. The gear train is actuated primarily by means of a large gear or cog wheel 43 fixed upon the transmission shaft 15. Through the medium of the gear train, the propeller shaft 39 will-be driven at a comparatively high speed. It is of course apparent that by changing the relative sizes of the gears of the train, any desired speed of the propeller shaft may be attained without necessitating an incrca of power in the engine or motor.

From the foregoing it is thought that the construction and manner of operation of my improved power trans'n'iission gearing will be clearly understood.

The mechanism is comparatively simple in construction and is at all times under the I instant control of the operator.

By the provision of my improved revers ing means,- the operation of the driven shaft 39 may be easily and quickly reversed without reversing the operation of the motor. The transmission mechanism may also be instantly rendered inoperative to momentarily discontinue the transmission of power to the driven shaft, without interrupting the continued operation of the engine.

It will be obvious that a transmission mechanism constructed as above described will be highly efficient and durable in use and owing to its simplicity may be produced at comparatively small cost.

While I have shown and described the preferred construction and arrangement of thevarious elements, it will be understood that the invention is susceptible of considerable modification without departing from the essential features or sacrificing any of the advantages thereof.

Having thus described the invention, what is claimed is:

In power transmission mechanism, the combinationof a driving shaft and a driven shaft, 2. transmission shaft and a gear train connecting said transmission shaft to the driven shaft, a shaft arranged in parallel relation to the driving shaft, gearing connecting said shafts, a' friction wheel fixed upon the transmission shaft, a friction wheel loosely mountednpon the driving shaft, a friction wheel longitudinally slidablc upon said parallel shaft, said latter wheels being adapted for engagen'ient with the friction wheel upon the transmission shaft, a clutch head keyed upon the driving shaft, a spring mounted upon said shaft and bearing against the clutch head to hold the same in engagement with said loosely mounted friction wheel, means for simultaneously shifting the friction whccls upon- (he parallel shaft and the driving shaft in opposite directions to al- In testimony whereof I hereunto afiix my tern-ately engage and disengage the same signature in the presence of tWo witnesses.

with said friction wheel on the transmission r' shaft, and additional meens'for disengaging O 25 SWEENEY 5 the sliding clutch head from the loose fric- Wit tion wheel on the driving shaft substantially (1 D, S E

as and for the purpose specified. H R, W KLEY, 

